Oil-engine.



E. H. CROSSEN.

OIL ENGINE. 4APPLICATION FILED APR. I2, I9I3. 1,148,577. Patented Aug. 3,1915.

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WITNEssEs mvEN'I-UR EDGAR H. GROSSEN E. H. CROSSEN.

OIL ENGINE.

APPLICATION flu-:D APR. 12, 1913.

1,148,577. PAtentedAug. 3,1915.

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wlTNEssEs l INVENToR i1/j, A EDGAR H cRossE/Y I BY I av/w l Y EDGAR H. cnossEN, E FRANKLIN, rlavxrsiri:.vAisTIA.lv

ern-ENGINE.

To all lwhom, it may concerm. Be it known that I, EDGAR H. CRossEN, citizen `of the United States, residing at.. Franklin, inthe county of Venango and vState of Pennsylvania, have invented cer- -tain new and useful Improvements in Oil- Engines, of which the following isa specif`1.L

cation. l

The object, construction and operation of my improved oil engine are hereln set forth lwith suicient clearness to enable those skilled in the art to which it appertains, to make and use the same. Y

The object ofthis invention is, to' providean internal-combustion motor that is adapted to utilize the heavier hydro-'carbon oils, such .as crude' petroleum and its heavier,

' refined andsemi-refned products, for fuel purposes.'`

The construction by which .the above ob ject is attained, is clearly shown in the drawings whixch form a part hereof, the respective fguresof which are as follows:

Figure 1 1s a central, longitudinal secy i .25tion of'a cylinder of an internal-combus-y tion motor, embodying my invention and -'showing the piston Zat the forward end of its stroke. Fig. 2 is. the same view, but

' showing the piston at the rear.v or compression-end of its stroke. Fig. 3 is an end view of the pi'ston, showing the combustion-chamf ber end thereof and,the va orizing-plate.

Fig. 4 is a side elevation o av govermng 'mechanism which may be used with my improved motor. Fig. 5' is a .detail of said mechanism. f' i c The same reference characters'are applied to identical parts in' all the views. f My invention", which is clearly defined in the claims, iseclually aiplicable to'either a ,two-stroke cycle ora o -stroke cycle 4en- -but, as illustrated in --fthe drawings, -my invention .is'applied'to atwo-cycle env.

gine ofthe `three-portv tyfpe, in which 'the'- front end of the cylinder is closed and performsthe functionsvofan airpump, 4into 1which the charge-of air is drawn and from thence transferred tothe combustion-.chamber of the cylinder. The novel 'features which lconstitute my invention, consist of' a vaporizing-hamber,

" composed of an interior lining of the breech of the cylinder, or a false head-which is insulated from the water-cooled wall of the cyhnder by a non-heat-conducting material,

Specification of Letters Patent. Application mea April 12, 1913. ,r se/rial No. 760,761.

:Patented Auge, A1915,

so that it will become highly heated, in combination with a' vaporizing-plate attached to the rear end of thep'iston and also arranged to become heatedv to a high degreefof temperature by the heat of. combustion, and so positioned that Vit is notfmateria'lly 'affected by the cooling action of the jacketwater. c of construction and 'operation whichkk will appear. in the following description. i

y Referring to Figs. 1 and 2 of the'drawings, the construction'here shown is substantially as follows A motorfcylinder is formed at the rea'rlend into acombustionchamber 1, in which a piston 2 operates, and, as here f'shown, vsaid cylinder is 'formed at its forwardend into apump-chamb'er', into which the air for'combustion and power development, is drawn through the. port 4, c when said piston is inthe-position shown in Fig. 2. As'saidpiston travels,tothe'for There are alsoother novel features -l Ward end'of its stroke,qabs'shown in'Fig. '1, y v i and, uncovers the by-pass port 5,' theiair which isf-now compressed in the pump-chamc (ber passes back into the combustion-chamber through said kport 5. 'Into the by-pass passageI 6/ is inserted a pipeY 7,- through which water is introduced into the combustionschamber bythe inductive Aaction of the air, as it passes into said ,chamber 1.

The'V breech or rear end of the cylinder is `provided withl la head 8 of substantially the lusual "construction, jbut I insert within. the samea novel element, consisting'of a vapor- -izing-,head 9 or lining,` composed of comparatively thin metal, which fits within the main head 8- and conforms closely -to the inv 'ner conformation thereof. Between the juxtaposed faces of heads 8' and 9'is interposed a suitablel insulating material ornon-heat-v asbestos ,i`n some suitable form that will prevent any cooling. effect upon said head 9 by the water in the jacket 11, and this causes said head 9 to become Vhighly heated by the fixed a vaporizing yplate 12 which is pref- -erably dished somewhat and lpositioned with its ,concave qface teward 'said .head 9. Said jplate 12 is attachedto the iston '2 in such a manner that .there is preferably a certain amount of intervening space between `the two, so that nearly the entire surfacof said plate is' exposed to the action of the heat in conducting substance 1Q; which is preferably ico .heat of combustion, in the combustion c hamber. To the rear end of the piston 2 1s afinjected into-the cylinder until just previous the combustion chamber and because of this, itl becomes highly heated. The method of attaching said plate to said piston is such as to minimize theconduction of heatv from the plate by the piston, but the `exact manner of said attachment is notmaterial, otherwise considered. When the piston 1s in the position shown in Fig.' 2, a nearly .surrounded or inclosed vaporizing chamber is formed, the walls of which are formed by the head 9 and the vaporizing plate 12, and in this way a highly heated vaporizing chamber is formed.

A suitable fuel-oil injector 13 -is inserted through headsj8 and 9 and so positioned that the oil entering the vaporizing chamber therethrough strikes upon plate 12,and because of said heated condition of said plate, said oil is resolved instantly into Avfapor at the instant just previous to ignition.

The water which enters the combustion chamberthrough pipe 7, is caused to flow by the inductive action of the current of air, as it passes rapidly past the backwardly turned end of said pipe, and, by the time compression inthe combustion chamber is j complete, this water 1s converted into steam,

which serves several useful purposes, such as preventing the deposit of carbon upon the walls of the cylinder and piston, also preventing the hardening or bakingof any carbon which'may possibly be deposited in the piston-ring-grooves, thus insuring the I proper action and resiliency of the piston rings, promoting complete combustion of the heavier oils, softening somewhat the se- Verity of explosion, and preventing premature ignition, though, as to this latter point, there is not so much liability with my construction, for the reason that the-oil is not to the proper 'instant for ignition, said oill injectlonl being caused by any suitably-constructed and operated pump, such for instance, as that shown in Fig. 4. In this construction, the pump 14-is 1n' any way suitlably mounted upon the bed-of the engine,

and is supplied .with an inlet-pipe 15 and an outlet-pipel, which connects to pipe 16 in Figs. land 1. The plunger 141 of the pump passes through a guide 17 that supports a spiral spring 18, the upper end 'i so Vof which spring bears 'against a shoulder or washer 19 that isattached to the upper end .of saidplunger and serves to yieldably retain said plunger at the upper end of its stroke. Said plunger is operated by a lever 20 that is pivoted to the frame Ior cylinder of the engine by a bolt or pin 21; upon said pin 21 a rocker-arm 22 1s also mounted, and to the upper end of said arml is attached one end of a carrier-rod 23, the

other end of which" is attached to an eccentric-not shown-upon the crank-shaft yof the engine, which causes said arm 22 to vibrate re larly. Upon saidl arm is formed a contactoss 24, which, f at each vibration of said arm, comes into contact with the lug 25` upon pump-lever 20 and moves the same and .plunger 141 downward against the action of spring 18, and at each downward movement of said plunger, oil is injected through p'pe 16 into the `combustionchamber of the cylinder.

The length of stroke of the pump-plunger is normally'regulated by means of a screw 26, which .limits the upward movement of the lever 20. -A governor of the Acentrifugal type is also provided, which governs the length of stroke of 'said plunger and the amount of oil'pumped, in accordance with the speed and power requirements of the en. L

gine, which governing action is accomplish'- ed by means of a 'longitudinally-movable wedge 27 ythat is actuated by an arm 28 operatively-connected to the stem-not shown-of the governor. Said wedge is carried bya-'block 29 that is aiiiized to the base ofthe governor; the'pump-lever 2O is provided with a boss 30, the upper slanting face of which bears against'the lower faceA of said wedge','a'nd as said wedge yis automatically moved longitudinally, the pumpactuating movement ofsaid lever 20 is caused to vary, and said varlatron afects or modifies the amountbf fuel-oil injectedinto the 'cylinder'bysaid pump.

`From the governor-pulley'3l,y a belt 32 passes around a pulley upon the crank-shaft of the engine. A lever 33, lwhich engages the stem vofthe governor, passes through .the fulcrum 34,- 'and upon the outer'v end of said lever 3.3 fa weight v 35 ,is mounted, which serves to hold the governing-mechanism `in the normal position. also provide a governor-actuated needle-valve Fig. 5 for regulating the supply of water furnished to the combustion-chamber through pipe 7. Said valve consists of a body 36, into which leads the supply-pipe 37, that is preferably connected with fthe water-jacket in the cyll. inder,'and fromI which leads the outlet-pipe crum. `Inthe outer end of said lever 41!l is formed a slot 43 for the reception of a vertically and horizontally-adjustable ,pin 44, which is' carried by the governor-lever 33. Through the medium of said pin 44, the needle-valve lever .41' and the theretoattachedy needle are actuated in such a manner that the' amount of. water passin g through the needle-valve to the pipe 7 is automatically regulated to the required amount, asthe load upon the engine fluctuates.

I reiterate the statement, however, that any suitable governing devices forthe fuel and water entering the combustion-chamber are within the scope of my invention, but inasmuch as mechanism of this character is quite essential forthe purpose of economically'developing and regulating power in engmes of this type, I have here illustrated one suitable form of governing-mechanism, for the purpose of disclosing a practicable,

.operative invention.

It will readily be understood that any suitable insulating material 10 is within the scope of my invention, also that the form and construction of the vaporizing plate l2 could be modified in many ways, as, for instance, being made an integral portion of the iston, and still remain an equivalent for t e construction illustrated in the drawings.

The' function of the exhaust port E will readily be understood by those skilled in the art of gas engine construction; it will also be understood that the various elements such as the engine bed, the ignitionsystem, connecting-rod, crank-shaft, flywheel, belt-pulleys, etc., (not shown) by means'of which, the energy generated in the cylinder yis transformed into available power, may be of any well-known or suitable construction.

While I have found that the insulating material 10 may be omitted and a dead-air space substituted therefor, the results are not as satisfactory and economical. as where the insulation is employed.

I claim:

1. In an oil engine, a cylinder, a head for said cylinder having a chamber forming a continuation of the bore of said cylinder, a metallic lining for said chamber, heat-insulating material interposed between the adjacent faces of said lining and the wall of said head, a piston operating in said cyl-l inder, a concavo-convex plate attached to the rearward end of said piston with its concave face toward said chamber, there being an intervening space between the adjacent faces of said piston and said plate, said plate and said lining being arranged to conjointly form, when the piston is at the rearward end of its stroke, theinclosing walls of a vaporizing 'chamber having a higher temperature than other portions of the combustion chamber, and means injecting fuel into s aid vaporizing chamber, when so formed.

2. In an oil engine of the two-cycle type, a motor cylinder inclosed at both ends, one end of the bore of said cylinder forming a combustion chamber, the other end of the bore of said cylinder lbeing adapted to form an air-pump chamber, a metallic lining in the rearward portion of said combustion chamber, a heat-insulating substance interposed between the adjacent faces of said lining and the cylinder wall, an air-by-pass leading from said pump-chamber to 'said combustion chamber, a water-supply pipe leading into said by-pass, a piston operative in said cylinder between said pumpchamber and said combustion-chamber, a concavo-convex plate attached to said piston and spaced at a distance therefrom, so as to occupy a position within said conibustion chamber with its concave face toward said lining, and adapted to form, in conjunction with said lining, when said piston is at the compression end of its stroke, j

a substantially inclosed vaporizing chamber, and means injecting fuel-oil into said chamber when so formed.

In testimony whereof Ilaiix my signature in presence of two witnesses.

EDGAR H. CROSSEN.

. Witnesses:

D. IsnNBUnG, V. P. BUNCE. 

